Fuel-pump.



H. LEMP. FUEL PUMP.

APPLICATION FILED JUNE 12, 1913- 4 SHEETS-SHEET l.

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Patented May 2, 1916.

H. LEMP FUEL PUMP.

APPucATloN mso JUNE l2. |913.

1,181,778. -lmnfed 'Muy 2, 1916.

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WitnesS es: Inventor:

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H. LEMP.

FUEL PUMP.

APPLICATION HLED luNE 12. 1913.

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{mf/M Patented May 2,1916.

SHEETS-SHEET 4. E; F789.

H. LEMP.

FUEL PUMP.

APPLICATION r|Lo1uNE12,|9|3.

I EJEEINNINE DFETRKE NU LDA H 7 ,7 III 79 7 1V LENExTH Inventor:Her-mann Lem 1MM@- Hsoqttorneg.

V VI VII VIII IX X XI XII XIII w l 0 1 Y Witnesses HERMANN LEMP,

0F ERIE, PENNSYLVANIA, ASSIGNOR- TO GENERAL ELECTRIC COMPANY, ACORPORATION OF NEW YORK.

FUEL-PUMP.

Application filed .Tune 12, 1913.

T 0 all whom t may concern Be it known that I, HERMANN LEMP, a citizenof the United States, residing at Erie, in the county of Erie, State ofPennsylvania, havev invented certain new and useful Improvements inFuel-Pumps, of

which the following is a specification.

The present invention relates to fuel pumps and more especiallyl tothose em ployed for supplying crude oil to internal combustion enginesof the high compression type, z'. e. those engines in which air iscompressed in the cylinder to a temperature above the ignitingtemperature of the fuel and into which the fuel is introduced by'asuitable injector operating with compressed It is in the nature of animprovement on the fuel pump disclosed in my co-pending applicationSerial No. 676,529, filed February 9, 1912, and subject matter common toboth vcases. is claimed in such co-pending application.

The object of my invention is to improve the construction and operationof such pumps whereby they will accurately regulate-the supply of fuelto the engine in accordance with the load thereon.

For a consideration of what I believe to be novel and my inventionattention is directed to the accompanying description and claimsappended thereto.

In the drawings which illustrate one of theembodiments of my invention,Figure 1 isa side elevation of an internal combustion oil engine drivinga compound wound electric generator; Fig. 2 is a view of a speedgovernor for controlling the pump; Fig. 3 is a view partly in elevationand partly in section of a fuel pump; Fig. 1 is a sectional vie-wshowing the governor controlled sleeve valve and associated parts fordetermining the position of the fulcrum of the plunger actuating lever;Fig. is a plan view of the same with the casing in section; Fig. 6 is aside view of the same: Fig. 7 is a sectional view of the fulcrumadjusting pump; Fig. 8 is a diagrammatic view illustrating the operationof the pump. and Fig. 9 is a dev scriptive table of the action of thepump in Fig. 8.

Referring to Figs. 1 and 2, l0 indicates thc hase of the engine and llthe cylinders thereof of which one or more may be provided. .Rachcylindcrinay have one or two Specication of Letters Patent.

Patented May 2, 1916.

Serial No. 773,160.

pistons, thev latter being the preferred arrangement. 12 indicates themain shaft on which is mounted the rotor of the electric generator 13,the latter being preferably of the compound type so that current ofconstant potential will be delivered to the bus bars throughout theworking range of speed of the engine. On the main shaft is a spiral gear14 which meshes with a similar gear on the governor shaft 15.

Experience has demonstrated that inaccuracies in the cutting of gearsfrequently result in causing 'a slight periodic acceleration orretardation of the speed governor thus giving rise to minor speedvariations. The same effect is also brought about by slightirregularities in the load or in the action of the engine itself. I havefound that by making the governor shaft in two parts and connecting themby a relatively stiff spring, such as 16, Fig. 2, the objections abovenoted are overcome, said spring actingV to transmit the power necessaryto drive the governor but preventing or largely reducing the directtransmission of sudden irregular motions.

On the upper end of the shaft 15 islal speed governor 17 of any suitableconstruction whose weights move the sliding collar 1S. The collar actson a bell-crank lever 19, 85 the lower end of which is connected to thehorizontal rod 20. The left-hand end of this rod is connected to thebell-crank lever 21 whose other end is connected to a sleeve valve whichdetermines the position of the fulcrum of the pump lever as will appearlater. On the left hand end of the engine beyond the air compressor 22is a f-uel pump located in a casing 23. The pump may have a cylinder andplunger for each working piston or only a single cylinder and plungerfor all of the working cylinders. I prefer the former arrangement. Fromthe pump, pipes 24 convey fuel to the fuel injectors 2- in the enginecylinders. \j

It will assist to an understanding of the apparatus to be describedhereinafter if it be borne in mind that the pump is of the displacementtype having an inlet port in each cylinder controlled by the piston andone or more spring pressed discharge valves. Each plunger has a constantlength of stroke but its region of reciprocation varies as the loadchanges by adjusting the position of the fulcrum of the actuating leverup or down, thus causing the plungers to force Vmore or less fuel pastthe discharge valves into the engine.

- as will appear later. The cross-head 1s connected by links 29 to thetwo-part actuating lever, 30. The right hand end of the lever isattached to an adjustable fulcrum 31, and the left hand end to theAconnecting rod 32, the latter being driven by a crank on the main shaft12, and has a constant length of stroke. The connecting rod is alsoattached to a rod which actuates a lubricant forcing device contained inthe casing 34. To the device are connected pipes 35 leading to thebearings of the engine set.

The cross-head is mounted on a pistonlike guide 36 moving in astationary guide formed in the pump casing or attached thereto. Thelower end of the guide below the trunnions 37, Figs. 3 and 7, isextended to lform a piston 38 which is contained in a cylinder. Forconvenience the piston and cylinder may be termed a fulcrum adjustingpump. The piston is utilized to create a fluid pressure which pressureforces fluid to the cylinder 39. In the cylinder is a tubular hollow orchamberedY piston 40, Fig. 4, to which is attached a block 41 thatcarries the fulcrum /31, Fig. 3, of the plunger actuating lever /and'isguided by an exten sion of the cylinder 39. To the lower end of thetubular piston is attached a tube 42 having a closed lower end and oneor more orifices 43 through which more or less fluid is being constantlydischarged, subject however to governor control while the pump is inoperation. As the main lever 30 moves up and down to actuate the pumpplungers the fulcrum adjusting pump piston is also operating on eachupward stroke to draw oil into its cylinder through the suction valves44, Figs. 4 and 7, and deliver it through the discharge valves 45. Fromthe valves 45 oil passes by pipe 46 into the cylinder 39. In this pipeis a fitting, Fig. 4, containing a hand actuated needle valve 47 locatedin a by-pass 48,'by means of which the engine can be shut down quickly.It is evident that if the orifices 43 were not provided something wouldhave to break for there is no other exit for the fluid. It is alsoevident that if they fluid could flow uncontrolled out of the orificesthere could be no regulation. In order to obtainthe desired regulation asleeve valve 49 is mounted to slide on thev tube 42, which valve isconnected by the rod 50 to the bell-crank lever 21, Fig. 1, which inturn is moved by the speed governor. During the operation of the pumpthis sleeve valve is constantly moving with load changes so that itslower end throttles the escape of fluid through the orificesf43 to agreater` or less extent. The apparatus is so organized and arranged thata downward movement of the left-hand end ofthe plunger actuating lever30 tends to force the fulcrum 31 and piston 40'upward into thel cylinder39.` This action is resisted by the fluid from Athe piston 38 whichalways tends to move the piston v 40. and fulcrum 31 downward toincrease the delivery of fuel by the pump plungers'. Obviously bythrottlingthe orifices 43 by a greater or less amount the opposingforces acting on the fulcrum can be adjusted one to the other with theresult that the fulcrum 31 will assume intermediate positions and theregion of reciprocation of the working plungers will be changed. Thisimportant throttling action is taken care of by the balanced sleevevalve 49. As it freely slides on 'the tube 42 and has no work to performaside from throttling the orifice ory orifices 43 it follows that theload thus imposed on the speed governor will be negligible, a fac-l torof great importance where close regulation is necessary. It is also t0be noted that under normal operating conditions fluid is continuallyflowing through the tube 42 and orifices 43, the amount being determinedby the sleeve valve 49.

The pump casing 23 is provided with a pocket 65 as best shown in Fig. 3.vIn the pocket is a partition 66 which divides it into two parts. Thelower part contains the -chamber 59 which supplies fuel to the inletports 58 of the working pump cylinders 27a. The partition 66 is inclinedfrom the left to the right'so that air will be prevented from gettinginto the cylinders. Fuel is admitted from a suitable source of supply,such as an elevated tank, by the pipe 67. The spacein the pocket abovethe partition is filled with lubricating oil which serves to lubri; catethe parts and also to supply the fulcrum adjusting pump..- This` oil isconveniently supplied by the lubricator in the casing 34, and anyVexcess drains into the crank chamber.

Referring to Fig. 3 it will be seen that above each working plunger andin line therewith is a rod 55 which passes through the cross-head 26 andengages the head of the plunger. On the top of the rod is a handle andaround it is a coiled compression spring 56. By opening a by-pass 24alin the fuel pipes 24 leading to the engine at a point near the injectorsand actuating the 4so operated the cross-head will remain stationary,the rods passing down through the same. It will not always be necessaryto do this but it should be done after the engine has been at rest for aconsiderable period of time. The by-passes also form a means forindicating when thepipes are filled with oil since as soon as the pipesare filled, the

oil will begin to fiow out through these by-/R passes.

Referring to Fig. 8 especially, the operation of my improved pump willbe described: As shown the sleeve valve 49 is in the full load position.The parts also assume the same position when the engine is at rest. Asthe engine is turned over by some extraneous source of power, the pumpplungers 27- will be forced downward by the crosshead 26, lever 30,connecting rod 32 and main shaft 12. Fuel enters the cylinders 27althrough the ports 58 from the supply chamber 59 and is delivered throughthe discharge valves 60 from which it passes to the engine injectors bythe pipes 24, Fig. 1. As soon as the plungers begin to work the fulcrumadjusting pump piston 38 delivers fluid to the cylinder 39 which causesthe fulcrum carrying piston 40, block 41, fulcrum 31, and orifice tube42 to descend at the same time the'speed governor begins to raise thesleeve valve 49 by means of the rod 50. In other words the regulatingparts move in opposite directions which causes them to quickly assumecontrol in starting and to quickly compensate for load changes whilerunning.

At the predetermined speed of the engine for a given load, the sleevevalve 49 will uncover the orifices 43 by a greater or less amount andthe fulcrum 31 will assume a position in accordance with said load.Under this condition the upward thrust on the fulcrum is balanced bv thefluid bressure from the fulcrum adjusting pump, a certain amount of thefluid escaping through the orifices 43, subject al'ways to the controlof the valve 49. Assuming an increase in load and a decrease in speedthe governor will cause the valve to cover the orifices to a greaterdegree or even to completely cover them for the moment. As a result thepressure in the cylinder 39 will increase thus forcing the piston 40 andfulcrum 31 downward until the working` plungers 27 displace from th'eircylinders the necessary amount of fuel on each working stroke. Thisaction will lower the position of the orifices 43 `until the properamount of fluid escapes therefrom to maintain the fulcrum in its newposition. For every speed and load on the engine the sleeve valve 49 andfulcrum 31 have definite positions. As shown in Fig.

8 three of the principal positions are shown, and above in Fig. 9 1s anexplanatory table.

From the foregoing it will be seen that the pump plungers have aconstant length of stroke due to the action of the connecting rod 32 andlifting springs 28 but that the region of reciprocation 1s varied bychanging the positlon of the fulcrum 31, and that the position of thelatteLis determined by the joint action of the fulcrum adjusting pump,orifice tube 42 and sliding sleeve valve 49. By changing the region ofreciprocation the amount of fuel displaced by the plungers on eachworking stroke is changed, it being greater as the fulcrum 31 descends.

Referring to Fig. 6 a coiled compression spring 61 is provided whichsurrounds the governor rod 50 and is contained in the housing 62. Thetension of the spring can be adjusted by the nut 63. This spring isnormally inactive but comes into play under conditions of light load inwhich case it is compressed between the shoulder 64 on the rod and theadjusting nut. This spring acts aS a cushion to decrease thesensitiveness of the mechanism at light load. At other times it has noeffect because the rod can slide freely downward.

In Fig. 1 is shown an adjustable extension spring 65 which is attachedat one end of the bell-crank lever 2l and at the other end to a stopcarried by the engine frame. By adjusting this auxiliary spring thespeed of the engine can be changed as it acts in opposition to thegovernor weights.

I have shown the pump as having only two cylinders but it may have asmany as are necessary to supply fuel to the engine cylinders. c So longas the plungers are operated by a single lever only one fulcrumadjusting pump will be required.

It will be evident from the foregoing description that the governor willset the sleeve valve 49 in accordance with the speed of the engine andthat the fulcrum 31 of the plunger actuating lever 30 will have tofollow it either up or down as the case may be until it again assumesits proper position. From this it also follows that the governor andcontrolled parts will always have definite positions for definite loads.

I have shown the sleeve valve 49 as being actuated by a speed governorbut other forms of automatic governors can be employed to suit variousconditions. For motor car work the valve and its rod may be moved byhand thus permitting of a wide range of speed and power.

'Inaccordance with the provisions of the patent statutes, I havedescribed the principle of operation of my invention, together with theapparatus which I now consider to represent the best embodiment thereof;but I desire to have it understood that the aptherein which carries theparatus shown is only illustrative, and that the invention can becarried out by other means.

What I claim as new and desire to secure by LettersPatent of the UnitedStates, is

1. In a pump, the combination of a working cylinder, a plunger, anactuator therefor having a fulcrum, a pressure sensitive means foradjusting the fulcrum and through which fluid flows, and a devicemovable on the means for regulating -the flow of fluid through it.

2. In a pump, the combination of a working cylinder, a plunger, anactuator therefor having a fulcrum, a fulcrum positioning pump whichmoves in synchronism with the plunger, a cylinder, a piston mountedfulcrum and through which fluid received from the fulcrum positioningpump flows, and a device for regulating the passage of fluid through thepiston.

3. In a pump, the combination of a Working cylinder, a plunger therefor,a lever for actuating the plunger, a fulcrum for the i lever located onone side of the plunger, a driving means attached to the lever on theopposite side of the plunger, a fulcrum positioning pump, a hollow./piston that supports the fulcrum, a cy/linlderfor the piston,

a valve which controls the flow of fluidA from the cylinder through thepiston, and means for adjusting the position of the valve.

4. In ,a pump, the combination of a working cylinder having an inletport, a. discharge valve therefor, a plunger for the cylinder, avibrating lever for actuating the piston, an adjustable fulcrum -for thelever, means for vibrating the lever which has a fixed length of stroke,a fulcrum positioning pump, a cylinder receiving fluid from the pump, ahollow piston having a restricted outlet mounted in thev cylinder and`through which fluid flows, said piston carrying the fulcrum, and avalve that controls the escape of fluid through said outlet.

5. In a pump, the combination of a working cylinder having an inletport, a discharge valve therefor, a plunger for the cylinder, avibrating lever for actuating the piston, an adjustable fulcrum for thelever,`

means for vibrating the lever, which has a fixed length of stroke, afulcrum positioning pump, a cylinder receiving fluid from the pump, acontrollable by-'pass around the cylinder, a hollow piston in thecylinder through which fluid flows, said piston carrying the fulcrum,and means for controlling the passage of fluid from the last namedcylinder.

6. In a. pump, the combination of a casing, working cylinders supportedthereby, plungers therefor, a cross-head that moves the plungers, alever that moves the crosshead, a driving connection for the lever, a

piston for controlling the escape of fluid;`

therefrom.

7. The combination with an internal combustion engine having a fuelinjector, of a pump having a working cylinder, a plunger therefor, powermeans for moving the plunger, a pipe connecting the discharge side ofthe pump to the fuel injector, said pipe having a valve-controlledby-pass adjacent the injector, and means for operating the pump plungerindependently of the power actuated means.

8. In a pump, the combination of a plurality of working cylinders,plungers therefor, suction and discharge valves for the cylinders, across-head which engages the plungers for operating the same, a drivingconnection for the cross-head, and a hand operated member for eachplunger for operating it independently of the cross-head.

9. In a pump, the combination of a casing, working cylinders supportedthereby, plungers therefor, a cross-head that moves the plun ers, alever that moves the crosshead, a riving connection for the lever, afulcrum for thelever, means for adjusting the fulcrum, controllingmechanism for the 11. In a pump, the combination of a work- 4 ingcylinder, a plunger therefor, a lever for `actuating the plunger, anadjustable fulcrum for the lever, a fulcrum positioning pump, a cylinderreceiving fluid from the pump, a hollow piston in the cylinder, whichcarries the fulcrum, a valve that controls the passage of fluid throughthe piston, a governor, a means connecting the valve and governor, and aspring that acts on the valve and governor under light load conditionsonly.

12. In a pump for supplying fuel to an internal combustion engine, thecombination of a working cylinder, a plunger, an actuator for theplunger having an adjustable fulcrum adapted to be positioned by fluidpressure, means operated by the engine for supplying said fluidpressure, and a sliding sleeve controlling the escape of said fluidpressure to regulate the position of the fulcrum.

13. The combination with an internal combustion engine, of a pump forsupplying fluid thereto comprising a cylinder, a plunger, and anactuator for the plunger having a fulcrum adapted to be positioned byfluid pressure furnished by the engine, said fulcrum positioning meanscomprising a hollow piston through which the fluid flows, and a sleeveadjustable on the piston to regulate the flow therethrough.

14. The combination with an internal combustion engine, of a pump forsupplying fuel thereto comprising a cylinder, a plunger, an actuator forthe plunger, and means for adjusting the actuator to vary the effectivestroke of the plunger, said means comprising a cylinder to which fluidunder pressure is supplied, a hollow piston therein having a portionwhich projects beyond the cylinder and has an opening for the escape offluid, a sleeve which slides on said projecting portion and controlssaid opening, and means responsive to the load on the engine forositioning said sleeve, said sleeve being so llocated on said projectingportion relative to said opening that a decrease in load or an increasein the pressure of the fluid supplied to the second named cylinder tendsto uncover the opening, and an increase in load or a decrease in thepressure of the fluid supplied to such cylinder tends to cover theopening.

15. The combination with an internal combustion engine, of a pump forsupplying fuel thereto comprising a cylinder, a plunger, an actuator forthe plunger, and means for adjusting the actuator to vary the effectivestroke of the plunger, said means comprising a cylinder, a pump actuatedby the engine for supplying fluid under pressure thereto, a hollowpiston in the cylinder, a tube connected to said piston and having anorifice therein for the escape of fluid, a sleeve which slides on saidtube and controls said orifice, and means responsive to the load on theengine for positioning said sleeve, said sleeve being so located on saidtube relative to said orifice that a decrease in load or an increase inthe pressure of the fluid supplied to the second named cylinder Gopieltends to uncover the orifice, and an increase in load or a decrease inthe pressure of the fluid supplied to such cylinder tends to cover theorifice.

1G. The combination with an internal combustion engine having a speedgovernor, of a pump for supplying fuel to the engine comprising acylinder, a plunger, and means for varying the effective stroke of saidplunger, said means comprising a cylinder to which fluid under pressureis supplied, a piston therein, a tube connected to the piston and havingan orifice for the escape of fluid, a sleeve which slides on the tubeandcontrols said orifice, and means connecting the speed governor to thesleeve for positioning it, said sleeve being so located on saidtube-relative to the orifice that an increase in speed or an increase inthe pressure of the fluid supplied to the second named cylinder tends touncover the orifice, and a decrease in speed or a decrease in thepressure of the fluid supplied to such cylinder tends to cover theorifice.

17. The combination with an internal combustion engine, of a fuel pumptherefor comprising a cylinder, a plunger, a pivoted actuator for theplunger, and means for adjusting the position of its fulcrum to vary theeffective stroke of the plunger, said means comprising a cylinder, ahollow piston therein which carries the fulcrum, a fulcrum adjustingpump driven by the engine and supplying fluid under pressure to the lastnamed cylinder, a tube connected to said piston and having an orificefor the escape of fluid from such cylinder, a sleeve which slides on thetube and covers and uncovers the orifice, a speed governor, and meansconnecting it to said sleeve, said sleeve being so located on the tuberelative to the orifice that an increase in speed or an increase in thepressure of the fluid supplied by the fulcrum adjusting pump tends touncover the orifice, and a decrease in speed or a decrease in thepressure of the fluid supplied by the fulcrum adjusting pump tends tocover the orifice.

In witness whereof, I have hereunto set my hand this 10th day of June,1913.

HERMANN LEMP. lVitnesses:

B. H. ARNOLD, A. H. RICHARDSON.

by addressing the "Commissioner of Patents,

Wallington, D. U."

